Ship&#39;s-order transmitting and receiving apparatus.



W. S. RUSH. SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

` w. s. RUSH.

SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

APPLICATION F|LED APR|12| 19|]- 2@ Patented Apr. 3, 1917.

9 SHEETS-SHEET 2.

NVE/WUR W. S. RUSH. SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

APPLICATION FILED APR. I2. I9II.

' Patented Apr. 3, 1917.

9 SHEETS-SHEET 3.

- W. s..RUsH. SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

APPLICATION FILED APR. I2, |911. I Patented Apr. 3, 1917'.

9 SHEETS-SHEET 4.

I j III [lli W. S RUSH. SHIPS ORDER TRAIIISIVIITTING AND RECEIVING APPARATUS.

' APPLICATION FILED APR. 12| 191|.

' Patented Apr. 3, 1917.

. W. S. RUSH.

SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

APPLICATION FILED APR. I2., I9II. I,22I222 Patented Apr. 3, 1917.

9 SHEETS*SHEE 6.

w n; M

W. S. RUSH. SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

APPLICATION FILED APR. I2. |911.

Patented Apr. 3, 1917;

9 SHEETS-SHEET W. S. RUSH. SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

APPLICATION FILED APR. I2. I9II.

Patented Apr. 3, 1917.

9 SHEETS-SHEET 8.

W. S. RUSH.

SHIPS ORDER TRANSMITTING AND RECEIVING APPARATUS.

APPLICATION FILED APR. I2. I9II.

Patented Apr. 3.1917.

9 SHEETS-SHEET 9.

WIM/Lawaai QC. C.

' rom purr WALTER s. RUSH', or NEW YORK, N. Y.

SHIPS-ORDER TRANSMITTING ND RECEIVING APPARATUS.

manage.

Specification of Letters Patent.

Patented Apr-.3, 1911*?.

Application led April 12,'1911. Serial No. 620,618.

To all whom t may concern:

Be it known that I, VALTER S. RUSH, a citizen of the United States, residing at New York city, in the county and State of New York, have invented certain new and useful Improvements in Ships-Order Transmitting and Receiving Apparatus, of which the following is a specification.

My invention relates generally to signalgiving and receiving apparatus such as is employed aboard 'ship for the purpose of transmitting thepilots or captains orders to the engineer, for indicating the engineers response to the orders given, and for indicating the actual engine movements whether they be in accord with the orders given or not.

The improvements which constitute my invention, while relating generally to a system of this kind, have particularly for their object to maintain'under a desired degree of tension the wires that Serve as the connections between the more or less widely separated signal-indicating and order-transmitting mechanisms and for automatically giv` ing an alarm or other signal whenI any such Wire is either broken or not under the desired tension; to indicate or give an alarm when the movement of the engine is not in accord with and in proper response to the order given; to automatically stop the engine should the movements thereof, as controlled by the engineer, be not in accord with and in proper response to the orders l given to him; and to automatically operate by the movements of the engine itselfl the response parts of the order-transmitting apparatus, and other indicating apparatus, showing the operations of the engine. These and other objects ofthe invention are carried out and secured by means of apparatus in which arek embodied my improvements and invention, and such apparatus is illustrated in the accompanying drawings and is hereinafter fully described.

Referring to the drawings-- Figure 1 is a view, diagrammatic in character, illustrating the several features of the invention in Vtheir combined and coperating relations.

Fig. 2 is a face view of the pilots instrument of a shipstelegraph, in which are embodied certain of the improvements of parts broken away and my invention, with other parts in section. Fig. 8 is a central vertical section of the apparatus shown' in Fig. 2 taken on the line in nr of Fig. e.

Fig. 4 is an edge view of the same apparatus.

Fig. 5 is a face view ofthe pilots instrument shown in Fig. 2, indicating the positions .assumed by the parts when one or both of the Wires are broken.

Fig. 6 is also a face view indicating the positions assumed by the parts when one or both of the wires are too tight.

Fig. 7 is a longitudinal sectional view through a portion of the movable arm of the pilots instrument drawn on an enlarged scale.

Fig. 8 is a sectional view of the handle of the pilots instrument, taken on the line V III`VIII of Fig. 8.

Fig. 9 is a face of the engineers instrument of a ships telegraph, embodying some of my improvements, parts of the casing being broken away and portions of the apparatus being represented in section.

Fig. l() is a cross sectional view taken on y.the line X-X of Fig. 9.

Fig. l1 is a face view of the engineers apparatus of a ships telegraph, the inclosing casing being omitted, illustrating a different embodiment of the invention from that illustrated in Fig. 9, though the principles of operation are similar.

Fig. 12 is a sectional view taken on the line XIIXII of Fig. 11.

Fig. 13 is a detail view, in elevation,l of the delay mechanism employed in automatically stopping the engine when it is run in a direction contrary to the order given.

Fig. 14 is a face view of mechanism embodying my' improvements for automatically controlling from the movements of the engine, the response-indicating parts of the ships telegraph, and other indicating apparatus, when employed, showing the movements of the engine.

Fig. 15 is an edge view of the apparatus illustrated in Fig. 14. v

Fig. 16 isa central sectional view of the same apparatus, parts being in elevation.

' Fig. 1 is a detail plan view of an indicator adapted to be automatically controlled by the apparatus shown in Figs. 14, 15 and 16.

Fig. 18 is a`detail.view-,illustrating the manner of connecting apparatus like that shown in Figs. 14, 15 and 16 with a turbine or gas engine.

Y shown only a few ofthe well known parts of.

Fig. 20 is a sectional view of the apparatus shown in Fig. 19 taken on the line,

XX-XX of that view.

Fig. 21 is an elevation or face View of'an engineers apparatus similar in its general features to that indicated in Fig. 19, but illustrating cert-ain modifications of the invention, and many of the parts of the apparatus being omitted for the sake of clearness.

Fig. 22 is a sectional view of the apparatus shown in Fig. 21, taken on the line XXII- XXII of that view.

Fig. 23 is a detail view in vertical section illustrating one of the bell pulls of the pilots instrument.

Fig. 24 is a top plan view of the bell pull shown in Fig. 23.

Fig. 25 is a face view of the same.

Fig. 26 is a vertical sectional view of ak bell pull of different construction from that illustrated in Fig. 23.

Fig. 27 is an elevation of the clutch device employed in connection with the bell pull apparatus illustrated in Figs. 19 to 22.

Fig. 28 isa view of the same clutch takenl at right angles to Fig. 27, the clutching v members being illustrated in section. i

Fig. 29 is a horizontal sectional view on the line XXIX-XXIX of Fig. 27.

Referring to the drawings, and first particularly to Fiig. 1, A indicates a marine engine, which may be of any lapproved type. For the purposes of illustration vI have a reciprocating marine engine. Thus, a indicates part of vthe A-frame, b, the main throttle-controlling lever, C, the way-shaft, and d, the cross head. No attempt is .made in the drawings to representthese parts in their exact locations, because as said, Fig. 1-`

is diagrammatic in character.

E indicates the pilots instrument of the ships telegraph, and E', the pilots bell pull apparatus, both of these and their associated engineers instruments being shown because similar arrangements are required by marine regulations, and because my inventionnis applied to both. F indicates the engineers instrument of the ships telegraph, and F', the" engineers signal apparatus connected with the bell pull apparatus E.

G indicates an alarm or slgnal adapted to l automatically operate whenever the response of the4 engineer is contrary to the order received from the pilot. It is operatively con-l nected with both the apparatus F and F. H indicates apparatus for closing the mam throttle valve whenever the response of the engineer'is at variance kwith'the order given by -the pilot, it 4also"being connected' with both apparatus F and F.

Combined withs4 in a direction contrary to that ordered,`

while insuring that the desired stoppage shall take place before the engine has moved far enough to do damage.

J designates a control mechanism connected with the way-shaft C,l as by a chain or cord j. It is arranged to control or govern the indicators, as K, K, when theyare used, and the response-indicating parts of the ships telegraph. It is adapted to control the indicators either through wires L, or through {iuid pressure conductors M, or both these may be used. The latter are supplied with fluid under pressure from a suitable device operated by the engine, as for instance, from a pump N, connected through operative connections n, with a moving part of the engine, as for instance, with the cross head d.

The parts of the apparatus thus briefly referred to will in their details of construction, arrangement and their methods of operation, be more fully ldescribed hereinafter, and are illustrated in the other views of the drawings.

Certain of the improvements comprised in my invention relate to means by which the wires connecting the pilots and the engineers instruments and through which signals are transmitted and received are kept under tension; and also by which an alarm, signal, or other indication is given whenever such wires break, or become too tight,'or too loose, and I will now describe this part of the invention.

It is well known that a ship owing to varying load conditions and especially when in rough water at sea, is constantly bending vor springing, with the result that the wires instruments, situated in wldely separated parts of the vessel, are at one moment too slack and at anotherl moment ltoo tight for securing the best results. It is to overcome these defects and other adverse conditions met with aboard ship that the improvements I am now to describe have been devised.

Referring particularlyto Figs. 2 to 8,' in which the pilots ships telegraph instrument E is illustrated, 2 designates themain dial plate. about which is moved the pointer 3 controlled by the'handle' 4 which the pilot grasps in transmitting signals tothe en-I gineer, The response pointer' 5 is also 'mo,v

abrfafprximity to the eier-plate ana' is already referred to. arranged side by .side and preferably conconnected with the pulley 6 to which are secured the wires 10 through which the responses to the signals given are transmitted from the engine room. The wires 9 uniting the pilots with the engineers instrument and through which the orders from the former are transmitted to the latter, are connected respectively with pulleys 7 and 8 loosely mounted upon the shaft 11, on which is also supported the wheel or pulley 6 The wheels 7 and 8 are stitute a casing in which is situated a coiled spring 14, one end of which is connected with the hub 12 of the wheel 7, and the other with the peripheral'iange of the wheel or pulley 8. This spring when under tension l operates to turn the wheels or pulleys 7 and 8 in opposite directions, and thus maintains both wires 9 under proper stress, allowing them to payout when the distance between the instruments E and F increases, when the wires contact, and taking up the slack when they approach each other, or when the wires stretch or are elongated. `Should one of the wires 9 breakit mani-^ festly becomes impossible to transmit signals to the engine room through that set of wires, and I have devised mechanism by which the -fact of such breakage is immediately indicated, and thatrmechanism I will now describe.

15 is an arm secured to one of the pulleys, as forinstance, by being fastened to the hub 13 of the pulley 8. A link 16 connects the end of the arm 15 with a yoke 17 surrounding the movable radial arm 18 at the end of` which is situated the handle 4. A link 19, of the same length as the link 16, and situated upon the side of the arm 18 opposite the link 16, unites the yoke 17 Vwiththewheel 7, Y to which its outer end is pivotally connected. The yoke is free to slide upon the arm 18, but under normal conditions is held in the position indicated in Fig. 2, by the tension of the wires, and is moved, along with the arm, whenever the latter is turned to give a signal. These movements of the arm and yoke operate through the links 16 and 19 to turn the two wheels 7 and 8 in the same direction, letting ofi the wire from one of the wheels vand winding it upon the other. Should a wire break, the wheel to which it is connected, under the influence of the spring 14, will rotate, being no longer restrained by the wire, and the end of the link, 16 or 19, connected with the pulley to which the broken wire is secured, will be carried, by the turning of the pulley, toward the arm 18. The result of this movement is to slide the yoke 17 outward along the arm 18, and as the angular relations of the two links, -19. and 16, with reference to the arm, must always be the same, the arm, which is free to move, is turned until the parts come to rest to carry the in the angular relations indicated in Fig. 5. In its outward movement along the arm 18, the yoke 17 engages with a stop 25 which finally arrests its movement, this stop preferably being i'n the form of a band encircling the arm just below the handle 4, and supported so as to have a limited movement along the arm. It is illustrated as being supported by a pair of rods 26 26 which at their inner ends are loosely supported in bearings in the hub of the arm 18. These rods are connected near their inner ends by cross-bar 28 and between this bar and the supporting bearings for the rods are springs 27 arranged to yieldingly hold them and the stop band 25 in normal positions, as indicated in Figs. 2, 3 and 4, with the skirt of the hollow handle4 covering the band 2,5, and concealing it fromvie The handle 4 is not rigidly connected with the arm 18, but is united thereto by the link or-w2l-and-the vroolf20thelatter. being within the hollow arm 18 and surrounded by the spring 22. The spring when free to act tends to move the rod, and with it the link 21 and handle 4 outward, carrying the parts into theF positions indicated in Fig. 5. It is, however, normally restrained and held under tension by a latch 23 that engages with the edge of an aperture in the arm 18 whenever the handle is forced down over the upper end of the arm into working position, as indicated in Figs. 2, 3 and 4. In order to trip the latch I employ a pair of toggle links 24 mounted in a slot formed in the arm 18, and so disposed Vthat AwhelrpressedVVA inward from their normal positions, indicated in Figs. 8 and 7, they will engage with the latch. The yoke 17 when moved outward into the position shown in Fig. 5 operates to force thereby trip the latch 23, releasing the spring 22. As soon as this occurs the rod 2O and link 21 are moved outwardly s'uliciently far pivot that unites them beyond the end of the arm 18, which leaves the handle 4 free to tilt upon this pivot, as indicated by dotted lines in Fig. 5, so thatV if then grasped, .the pilot will at once be advised that one or both of the wires have been broken and the telepathy thereby rendered inoperative. eating a broken wire, I also employ other means, as for instance, visual signals, two of which are indicated. One is a sign, bean ing the words Wire broken, and for this the band- 25 is utilized, the sign being eX- posed when the handle is moved to uncover the band. Besides this, or in lieuthereof, I may employiags 29' which will be exposed, as indicated in Fig. 5, when the handle is movedI oli' the end of the arm 18, but which under normal conditions are folded alongside the arm and concealed within the hollow handle, as indicated in Fig. 3. Besides these the toggle links 24 inward and Besides this method of indif methods of indicating a broken wire, appealvingto the -sensesof touch and sight, I may and preferably do, employ vaudible signals or alarms, such as an electric .bell 37 which l 5 may be located in a distant part of the ship,

and also a mechanically operated bell 30,

indicating the orders transmitted by the pilot, and a pointer 44 showing the responses made to the 4orders transmitted. The latter pointer is shown as secured fast to the wheel or pulley 45 to which are connected the response wires leading to the pilots instrulocated at.the.instrumenteEfThecirouitfwment E and which is moved by the autothe electric bell 37 is closed by the arm 15 coming into engagement with a contact 33 10 as represented in Fig. 5.v The mechanically operatedv bell 30 is acted upon byy strikers 32 that are hung from the ends of arms sup- 40 operates to move the latch 23 and trip l...handlewhich/.willgthgeiwn#imm 50 bearing the sign,

-65 plate 39 over which ported upon a shaftcarrying aV small pinion wwwthatfisrotatedbyiheansofa rack 31 connected with the rod 20,` as represented/lne to give Vmotion to the pointer 42, through Figs. 2 and'3. i-

It sometimes happens that the `wires become too tight and I have provided means for indicating this condition which I will W-now proceed to describe. It will be understood that when the wires are tightened the y be turned against the action of the spring 14 and lhence the parts ofthe apparatus will be friction clutch mechanism which I will now proceed to describe.Y 47 indicates a hub or enlargement of the shaft 38 from which extend arms 43V that support a cam 41, the main portion of the peripheral edge of .which is concentric with the axis of the shaft. In the arms 43 are mounted a pair of bell crank or angular levers 53 53 that carry eccentric heads 50 50 that bear upon the incaused to assume the positions indicated in ner face 64 of the rim of the wheel or pulley Fig. 6, in doing which the yoke slidesilong,-ilgvbgnglaeld-in-engagement-therewith by a ment therewith when the tightened wires begin to assume a dangerous or undesirable degree `of tension, and as the yoke continues to movettoward `the shaft 11, the cross-bar 28, therods 26, and the band 25, carried g5 thereby, are all moved lalongtheiarm 18,

27. As will be seen by reference to Fig. 3, the band 25 is so disposed with reference to the toggle levers 24 that when it is moved as just described, lit t e under the action of the spring 22, assume the position indicated in Fig. 5, when the attention of the pilot'and .others will be called .tothe fact thatthe wires are too tight, the

several signals, alarm or indicating devices already described, being brought into operation kthe same 'as when in the` case of a broken 'wire except this, that the band 25 Wire broken will be movedv inward and carried out of sight within the casing', at the same time exposing a f sign, ,.Wire too' tight that may be placed .upon that|` portion of the arm 18 which the i, v55,1 band `,normally encirclesl 4, .l -The wires 9 and 10 connect the pilcts instrument E with the Iengineers instrument -Fl inthe usual, manner, except that, as deyscribe d,they are maintained under spring L tens1on.'

fleferringnow particularly to Figs. 9 and 10wh-ich, illustrate the engineers telegraph instrument, 34vdesignates the casing thereof which" is provided as'usual with a face spring 51 connected with the levers 53 53. It will be seen by reference to Fig. 9 that if the wheel 40 be turned, whether in one direction or the other, the friction-clutching members will so grip the surface 64 of the wheel as to connect the latter with the shaft 38, so they will turn as one. It is through this friction clutch mechanism that the indicating hand or index 42 is operated from the pilots instrument. It sometimes occurs that one of the wires 9, from one cause or another, changes in length as compared with the other so that the movement of the indicator 42 is n0t in exact accord y\,.-w" h` 'that of -thevhandle 4 of the instrument E and the indicator carried thereby. The friction clutch mechanism described permits resetting of these two indicators so that they shall be in exact positional agreement whenever the pilot desires to change the signal. It is customary for the pilot when a signal yis to be changed to quickly throw the arm 18 of his instrument over as far as it will go in the direction of the signal to be given and then to bring it back to the position indicatingthe speed at which the engine is to be moved. When this is done the wheel 40 and the parts connected thereto through the friction clutch above described, are moved until an arm, 52 or 52', of one of the levers, 53 or 53, comes into engagement with one of the adjustable stops, 35 or 35', carried by the casing 34. These stops are so adjusted that the contact between the parts 52 and 35 is just made when the pilot has turned the arm of his instrument to the extreme limit, provided the wire through which the instruments E and F are connected be unmove the pointer 42 for der proper tension. If, however, the tension of the wire has for one reason or another, been'changed so that the arm 52 comes f into engagement with the stop 35 before the end of the movement of the arm of thev pilots instrument, the lever 53 will be 35 came into engagement. When the return movement ofthe arm begins the other friction clutch comes into operation and the parts it unites move together, with the indeX 42 traveling in synchronism with the pointer or indeX 3 of the other instrument. The pointers may thus at any time be set to agree with each other by a complete throw of the arm 18 at the pilots instrument from one limit of its movement to the other.

The wires as they enter the casing 34 and Y before they pass to the pulleys 40 and 45, engage with the pulleys 61 arranged to divert their course and also to serve as friction-reducing devices. As represented in Fig. 9, these pulleys are arms 158 158 ywhich are connected by a spring 159that tends to draw the pulleys and their supporting arms toward each other. The tension of the wires, however, separates the pulleys and puts the spring under stress so long as the parts are in working position.' Should a wire i'break, the spring draws the pulleys toward each other and the parts assume the position shown in the drawings. 160 designates a semaphore pivoted within the casing to one of the arms 158 and connected with the other arm by a link 161. The semaphore is moved so as to extend out of the casing whenever the parts are in the position shown in full lines and indicates that a wire is broken. When in this position it may be used as a circuit closer for an electric bell signal as shown. When the parts are in normal position with the wiresunder tension and the pulleys 61 separated, the semaphore is carried within the casing and concealed, as indicated in dotted lines.

I will now describe the mechanism by which an imp roper -response on the part of the engineer to the order given by the pilot is indicated.

48 indicates a pipe containing steam or other fluid under pressure. Adjacent to the instrument F or -F the pipe is provided with a valve casing 63 in which islocated a valve 49 having a stem 54 that passes out through the casing, the valve being normally held to its seat by a spring 55. A rocking bar 60, in the form of a lever of the first order, is supported upon `that end of the stem of the. valve 49 that projects outside of the casing 63.4 To provide for adjustsuficiently rocked in its bearing .to throw the independently of the shaft" mounted in pivotedi ments which are found desirable I make the seat orv bearing for the end of the valve stem adjustable. Thus, as shown, the end of the stem may rest in a recess formed therefor ina' screw-threaded stem 58 that is mounted 4. in-a screw-threaded portion 59 of the lever 60. A lockn-ut is employed to hold the stem in place after being properly adjusted. Two links, 62, 62, connected with the rockinglever 460 uponopposite sides of its ulcrum unite it-wit-h levers 56, 56, suitably mounted within the'icasing 34, and.carrying rollers or contact pieces 67, 67 that lie-in the path of and are adapted to be engaged by the cam 41. These levers also carry other rollers or contacts, 57, 57, that lie in the path of and are adapted to be engaged by a peripheral cam 46 carried by the wheel, 45, with which the response wire, 10, is connected. These cams 41 and 46 are so disposed that when the response parts of the telegraph are in accord with the signal-giving parts, then the cams lie one behind the other, with the result that both cams upon the two rollers carried by a single lever, -the opposite lever, whichever that be, then occupying the .position indicated in dotted lines in Fig.' 9. In this view the parts are represented in full lines as being in the positions which they would assume had the order received from the lpilot been improperly executed; the drawing showing that the signal given was half speed astern, and the response movement of the engine half speed ahead. Under these conditions both levers, 56 land 56, are4 moved outward by the cams 41, 46, with the result that the links, 62 and 62', are both moved toward the left and the valve 49 -is unseated, as indicated. But should the engineer have properly executed the order given, the position of the cam 41 would be that illustrated, while the cam 46 y carried by the response wheel would be di- Then the lever would occupy the position indicated in lines in the drawing and thel lever 56 the position indicated by dotted lines, and this would result in tilting the lever 60, its upper end being inclined toward the right (see Fig. 19) but the valve would not be moved from its seat. The other movements of these parts will be apparent without further description.

The lever 60 may be arranged to operate an alarm when moved tov position toopen the valve 49, andi- I have, in Fig. 10, illustrated a circuit closer which may constitute a part ofjan electric circuit including an alarm of some sort that is closed when the lever is moved to open the valve.

The cams 41 and 46l are so proportioned and related that when turned to the positions indicated in dotted lines in Fig. 9*the positionsl they assume when the pilot turns the arm 18 of his instrument to the through act simultaneously 60 i or valves 1n pipe vboth assume the positions indicated by dotted lines, since the contact rollers which they carry are then between the cams. When thus arranged the movements of the engine -will not operate the safety devices connected with the engineers instrument F. This arrangement is of advantage because it frequently happens that the engineer desires to operate his engine, as for instance, in warming up before leaving port, and before the pilot or captain has assumed his post, and under these circumstances it is not desired that the alarm and safety devices described should operate.

In Figs. 11 and 12 I have illustrated an engineers telegraph instrument, embodying some Jfeatures of my invention, that is in most respects similar to that indicated'in Figs. 9 and 10, but diHers in that the pipe 48 is provided with two valves instead of one, and has the mechanism for operating these valves modified accordingly. Similar letters of reference are applied to like parts in both sets of views, the exponent primebeing in some instances applied in Figs. 11 and 12 where parts similar in function to those shown in Figs. 9 and 10, are structurally diiferent or are differently arranged, and therefore a detail description of this embodiment of my invention does not seem to be necessary. It is apparent that when an order is properly executed and the two cams, 41 and 46, lie one behind the other, but one ofthe valves in the pipe 48 can be opened at a given instant of time, and hence the pipe 48 is obstructed and fluid can not pass through it. On the other hand, should an order be improperly executed, the cams assume the position indicated in dotted lines in Fig. 11 and both valves are simultaneously opened.

The reason for opening the valve or valves in the pipe 48 when the engine does not move in proper response to the order transmitted, is that a signal, or warning, or indication of some sort, showingthat a mistake has been made shall be given, or that the engine shall be automatically stopped, or that both signaling and stopping operations shall take place..

For an illustration of the parts now to be described, Figs. 1 and 13 should be consulted.

Gr represents a whistle connected with the pipe 48 andadapted to sound and give an audible warning immediately upon the valve 48 pipe is also connected with the motor H th at serves to automatically stop the engine. This motor is represented as being a'simple cylinder in which moves a piston that is connectbeing opened. This ed, thro-ugh the link L or other connection, with the main throttle valve Z). The passage of fluid from the pipe 48 into the cylinder of the motor H is governed by a valve 100, that in 'turn is controlled by the delay mechanism l", which as has been described, is arranged to be operated from the main engine through connections z'. As illustrated, one element of this connecting mechanism is a reciprocating rod adjustably connected with a vibrating lever 7 O through the yoke 71 so that the amplitude of the vibrations imparted to the lever may be varied as may be desired. Within the casing of the delay mechanism I, which casing is not shown at all in Fig. 13, is mounted a set of wheels concentrically supported upon a shaft that constitutes the axis about which the lever 70 vibrates. The wheels are a ratchet wheel 74, a belt pulley 104, and a ratchet wheel 75. Operating pawls 72 and 7 3 engage respectively with the ratchet wheels 7 4 and 7 5, these pawls being carried by extensions of the lever 70 and connected with each other so that they engage with or are separated from their respective ratchets simultaneously. With the ratchets of the said wheels 74 and 7 5 there also engage the locking dogs 76 and 77, which likewise are connected so as to be moved simultaneously. The ratchet wheel is secured fast to the belt pulley 104 so that they turn together, and the ratchet of this wheel is broken, leaving an untoothed section or sections with which the pawl 73 at times comes into engagement. The belt wheel is connected, through chains or other suitable train of gearing, indicated generally by 103, with the lock c of the throttle lever. 69 is a lever arranged to engage with the tail ends of the pawl 72 and dog 76 and throw them and also the connected parts 7 3 and 77 off from the ratchets with which they respectively engage. A spring 105 tends to hold the lever G9 in engagement with the pawls 72 and 7G. A piston 08, arranged within a cylinder 66, is connected with the lever 69, and the interior of the cylinder, back of the piston, has free connection with the pipe 48. In the wheel 74 are formed a series of holes into anv one of which may be set a pin 7 9 `that is adapted to engage with the forked end of a rocking lever 10Q, that is connected, through a link 101, with the valve 100 controlling the iow of fluid from the pipe 48 to the motor H. 78 indicates an adjustable plate secured to the wheel 7 4 and adapted to engage with a pin 98 carried by the operating pawl 7 2, in order to throw out of engagement the operating pawls whenever the wheel has been turned the desired extent. The operation of this part of the apparatus is as follows:

Supposing the engine has been started in a direction opposite to that for which the 0rder was given, and the valve 49 has been 1 ing both the operating pawls and the'locking dogs. Thereupon the vibrating lever 70, which 1s inconstant motion whenever-the engine is moving, turns thelwheels 74 and 7 5. The wheels 75 through the belt pulley 104 and the train of .mechanism :103, unlocks the throttle lever l). After the desired nums ber of revolutions of the engine, for which the delay mechanism may have beenvset have taken place, the pin 79 engages .with the lever 102 and opens the valve 100,'the parts being so adjusted that the throttle lever .is

unlocked a little before 'the'valve isopened.v

Upon the valve being opened fluid is adn mitted to the cylinder of the motor H, which at once moves the lever Z) to 'close the main throttle of the engine and thereby automatically stop it. For reasons that are understood by marine engineers, it is de# sirable that the engine should not be instantly stopped should it be started in a di-y rection contrary to the order given, but rather that there should be a shortdelay in stopping, variable according to the type of engine being controlled, whether high speed or slow-moving. It is for these latter reasons that the pin 79 is adjustable. The hole in which the pin is inserted determines the number of reciprocations of the operating parts that shall take place before the valve 100 shall be opened and the engine stopped. There may be two or three reciprocations only or one hundred or more according to the position to which the pin is set, which in turn is governed by the type of engine with which this apparatus is used.

The adjustable plate 78 for throwing out of action the operating pawls, is used for the purpose of preventing the mechanism being turned to an extent to injure the parts under any circumstances or contingencies of operation. It will be understood that under normal conditions, that is, when the engine is being caused to operate in proper response to orders transmitted, lthere is no pressure upon the pip'e l48 nor within the cylinder 66, and hence, the lever 69 is held by the' spring 105 in position to throw the operating pawls and the holding dogs out of engagement. with the ratchet Wheels with which they respectively engage, which wheels thereupon, being free, return to normal positions under the influence of the spring 214.

I will now describe the mechanism by which the response parts of the system are automatically controlled and operated from the movements .of the engine itself, which mechanism is also employed to.operate the indicating apparatus that may be located in various parts of the ship for showing the direction and speed of movement of the engine, and in this connection refer particularly to Figs. 1, 14, 15 and 16.

115 designates a pulley with which are connected twowires L L through which the movements of the engine are communicated to the response-indicating devices. This wheel 115 is preferably made up of two parts j 7 `and 8l connected by a coiled spring 14 in order that the wires L may be maintained under proper tension in the manner already hereinbefore set forth. The wheel 115 is connected through mechanism later to be described, with a pulley 113 that is belted to or otherwise connected with the way-shaft c, the pulley being turned to one position when the way-shaft is set'for moving the engine forward, and to another position when set to turn the engine backward. The hub 117 of the pulley surrounds the end of a' shaft 112 that is hollow and constitutes a conduit for air or other fluid. The conduit 112 is connected. with a pump or compressor N that is operated whenever the engine is in motion, being connected therewith as indicated at 11, in Fig. 1. The intake pipe m of the pumppreferably opensoutboard so as to take in air at normal atmospheric temperature. The pipe 112 is stationary and isy formed with a port 116 adapted to communicate with one or the other of the conduits 119 120 carried by the pulley 113, accordingly as the pulley is turned. These conduits connect respectively with cylinders 121, 122 supported by an arm 118 carried by the pulley. These cylinders'are preferably set in line with each other upon opposite sides of a plane passing through the aXiS of rotation of the pulley, and a piston rod 126 is mounted in the cylinders 121 122 and normally held in a central position by the springs 127. 123, 124 indicate exhaust passages connected respectively with the cylinders 121 and 122 and opening either into the open, or into reservoirs, according to the fluid moved by the pump N.- The interior of each of these cylinders communicates with its exhaust passage through ports 128 arranged to be successively uncovered by the pist-on as it is moved by the increase in pressure of the fluid in the cylinder. The several openings 128, except the last one of the series, are controlled by adjustable valves 129. The cylinders 121, 122 are shown as having free communication with fluid pressure pipes M that connect with an indicator K, see Figs. 1 and 17, which comprises a pair of cylinders 130, a plunger or piston 131 Working therein, and an index or pointer 132 by which the direction and speed of movement of the engine is indicated.

The operation of this lportion of my invention is as follows: The way-shaft having been turned to start the engine, in one di-l rection or the other, moves the pulley 113, and in so doing puts one of the cylinders, 121 or 122, into communication with the conduit 112, and through this with the pump or co-mpressor N. As soon as the engine starts to move, the compressor is operated and it works with a speed and power proportionate to the speed of the engine, pumping relatively little when the engine moves slowly, and relatively much when it is moving at full speed. The fluid from the compressor is delivered to the cylinder with which it has been put into communication and moves the piston therein. At the same time the indicator K is'operated by fluid conducted through the conduits M. Asthe engine moves slowly the piston rod 126 will be moved to uncover the first of the ports 128, which will be ample to serve as a vent or exhaust for the pump while moving very slowly; but as the speed increases, the pressure within the cylinder back of the piston 126 increases proportionately, and the piston is moved farther outward, against the action of the spring 127, until -the second of the series of the ports 128 is uncovered. And thus the movementof the piston responds to the pressure in the cylinder in which it works, and this pressure corresponds with the speed of the engine. The final port of the series is unrestricted by a .valve and is of a size to permit the exhaust of the fluid from the compressor when run at the highest speed for which the engine is designed.

fThe automatic response-controlling mechanism J is connected with and operates those response parts of the ships telegraph which are commonly manually operated by the engineer after he has received an order from the pilot, for the purpose of indicating that the order has been received and is understood. In Fig. 1 the wires L L are represented as being connected to the pulley 115, and with the response wires 10 of the ships telegraph. They are also connected with an indicator K having a pointer 133, and with the index or pointer 144 of the engineers instrument, F. y

147 indicates an arm extending from the piston rod 126 and connected by a link 148 with an arm 149 that is preferably mountedv so as to turn about the same axis as do the wheels 113 and 115. A portion of the arm is preferably formed into a hollow -ing clutch ring 152.

cylinder 150 upon which is mounted a slid- The clutch ring 152 corresponds in operation and function with the sliding yoke 17 illustrated lin Figs. 2, 3 and 4, and the arm 149, 150, with the arm 18 of the said views.` The clutch ring is connected upon one side of the arm 150 with the part 7 ofy Wheel 11,5, by means ofthe link 19, and upon the other side of the arm it is connected by the link 16 with an arm 15 which is united with the section 8 of the said wheel. These parts last described are the same in construction and operation as the correspondingly designated parts that have already been described, and which are illustrated in Figs. 2, 3, and 4. It will be understood without further description, that whenever the pulley 113 is turned, the arm, 149, 150, will be correspondingly rotated, the wheel 115 turned, and the response-indicating devices, wherever they may be situated, operated. The direction of movement of the engine is thus indicated. rIhe speed of movement will be indicated by further movements of the indicating devices communicated through the parts described, imparted by the longitudinal movements of piston rod 126 in its supporting cylinders.

The clutch ring 152 is utilized as a means for controlling the operation of the indicating devices that show unusual tension conditions of the wires L L. Should one of 'these break, the ring will be forced outward by reasons 'of the .relative movements of the two parts, 7 and 8, of the wheel 115, in the manner already set forth in describing Fig. 5, and in thus moving will engage with the outer end of a lever 153 pivoted within the portion 150 of the indicating arm and extending out through openings therein on either side of its fulcrum. This lever is connected by a link 154 with the operating lever of a valve located within the casing 155 which controls the passage of steam or other motor fluid to a whistle or other alarm device 156. The pipe through which steam or other fluid for sounding the alarm is delivered to the valve casing 155 is designated 157 and preferably serves as one of the 'supports for the control mechanism J.

In certain types of engines, such as steam turbines and gas engines, a way-shaft is not employed, and to adapt the control mechanism J to such engines, connections such as indicated in Fig. 18 may be employed. In this view 134 designates a rotating shaft turning in one direction when the engine moves forward and in the opposite direction when it is reversed. Upon this shaft is situated a band 136 in which is formed a recess 137. With this recess 'there engages one or the other of a pair of pawls 138 mounted in a suitable supporting head which is carried bv a bar 139 that is mounted so as to he free to slide in a rocking block 140. A spring 142 holds the arm against the shaft with one or the other of the pawls in position to engage with the notch or recess 137. 143 designates other springs connected with the rod 139 and holdingl it in working position. With this rod is connected a link 146 that is adapted to be connected with the wheel 113 of the 'lower pawl is engaged by. the upper4 edge of the recess 137 andl the parts turned to the position indicated in dottedlines, where upon thecon'necting rod 146 will be carried upwardand the pulley 113 connected therei with shifted'to a diderent position.

Many of the improvements which I have already described in connection witha 'ships telegraph having the pilots and the engineers instruments E and F may be embodied in a ships signallr apparatus of 'the bell pull type, and I have in Figs. 19 to 22 illustrated the invention applied to apparatus of this kind. In designating the parts represented in these views I have employed similar reference characters to those used in Figs. 9 and 10 where 'the parts are identi'- cally similar to those employed inthe ships ytelegraph apparatus, and where the parts are diierent in construction but analogous in function I have employed reference characters one hundredv higher in number than those used in Figs. 9 and 10.,

Referring to Figs. 19 to 22, 109 designates the wires to which the bell pulls, 165, 166, are connected and which lead to the engine room for the purpose of ringing the signal bell or bells therein. 110 designates the wire connected with the wire L of the automatic response-indicating mechanism." In

f lines in Fig. 19.

Figs. 21 and 22 I have indicated two sets of wires 109, one set coming from one part of the vessel and another froinlganother part, and both connected and arranged so that the signals are'given'upon the samebell or set of bells.

All of these wires are maintained under springy tension.; `Thus the wires 109 are con- `n ecte .t for'` coiled'tension spring 14. Thel pulley- 145 with vwhich l is ,Y connected the signal wire 110.

" ith 'pulleys or drums and 8 shaped shell in which is mounted the is maintainedfunder tension bythe spring 114. '.Ih'e response wheel 145,' connected to the operating mechanism I through a wire Il, has secured tov itfan index 'pointer`144fj that travels past a sight opening in the casi` ing ofthe instrument, indicated by. dottedl The friction clutch mech'awhich the differencesI in the length' nism` by of a wire may be compensated 1to1-'and taken care of consist (see Figs. 27, 28 and 29) of rods 164,- to which the wires 109 are attached, and clutch plates 150 L50 held apart by springs 151, so that -one or the other clutch rictionally grips a rod whenever it ing the link 162 toward the xis moved. The clutch throw-olf devices eon.

sist 'of the stops 135, 135', preferabl adjustable.r

The fo lowing mechanism is employed to indicate when an improper movement of the engine occurs in response to an order transmitted to the engineer.

the latter being 48 is a steam pipe provided with a valve situated in the casing 63, the stem of the valve 5,4eXtending out through-the casing and. having supported upon it therocking lever 60. 162162 indicate links connected withy the rocking lever' 60 upon .opposite sides of. its lful/Crum, and also connected respectively, eitherdirectly' or through intermediate mechanism, with levers 167,' 167 which in turn are acted upon by camming levers 141, 141. The levers 141 are connectecl together so as to movesynchr'onously by a -connectin positions to w ich they may be set by a spring 81 connected with said beur. The

-camming levers 141 are operated by bars 82 which are conveniently carried by the rods 164. 146 indicates a cam movable with the ^response-indicating devices, it being represented as 'supported by the pointer 144. It is arranged tooperate levers 157, 157', connected l respectively, either directly or through intermediate mechanism, with the links 162,- 162. In Fig. 19the parts of the apparatus are represented in the position occupied when an order to go ahead has been transmitted and properly executed, the wires l09`and the parts connected therewith being pulled. This operation brings the end of the rod 82 into engagement with the camming lever 141 which is thereby moved from the position indicated in do-tted lines to that shown ih full lines, where it is held by the spring 81 after 4the pull upon the wire 109 is released and the rods 164 and 82 returned to bar 8O and are held in the f lever 60 upon.l its fulcrum. This movement also tilts the lever 157 into such position that when thev cam 146, moved by the ref sponse devices, comes to the position shown in full lines, it does not operatively engage with orgmove the lever, and hence, the respense to the order given being properly `lexecuted, no alarm or other movement to attractattention is given. Should, however, f; th'el'order be improperly executed, the cam would be moved toward the right and into 'the position indicated by the dotted lines in Fig. 19, and in coming into this position it would act upon the lever 157 rocking it and, through its intermediate connections, movright, resulting in opening the valve within the casing, in the manner indicated in Fig. 9.. 1

The levers 167, 167 are preferably connected by a spring 83, that operates to move these. levers into position to be engaged by the camming levers 141. As these levers 167, 167 are connected, through the links 162, l162', with the rocking lever 60, the spring 83 also operates to normally hold the valve within the casing 63 closed. l

84 indicates the signal gong and 85 the single stroke hammer for operating thereon, connected with one of the wires 109. The jingle ,striker is designated 86 and is arranged also to operate upon the gong 84, and is connected, as indicated,l to be operated by the other wire 109.

When two sets of signal wires come to the instrument as indicated in Figs. 21 and 22, they may both. be arranged to ring the same gong' 84: Should one of the wires 109 or 110,

ecome broken, I provide devices for indieating -this fact. In Fig. 19 I have repre sented a flag or semaphore 125, bearing the words Wire broken, mounted within the case of the instrument F adjacent the sight opening. This semaphore is connected by .links 87 and 88 with levers`89 and 90 a1'- `ranged to be engaged and operated by stops 91, 91` secured, respectively to the rods 164. A stop 92 carriedby the wheel 145 is-arranged to engage with the arm 93 of the lever 90 whenever the wire 110 is broken. A piyoted semaphore 94 bearing the words Ahead7 and Astern is connected through suitable mechanism 95 lwith the camming levers 141, and is arranged to display at the sight opening the word designating the 4dilrection in which the engine is to be turned.

An electric indicating mechanism such as indicated at 96, Fig. 21, may be employed to indicate abnormal conditions of the wire.

As the breaking of one wire does not interfere with the operation of the other, I 'provide means by which the tone of the bell may beV modiiedshould one of the wiresl be broken and thereafter asignal transmitted by or through the other wires. Thus as indicated, the signal or signals which indicate a broken wire are arranged to operate a damper 97 for the gong 84 which is brought into engagement therewith and there held until the normal conditions are restored.

As represented in Figs. 23 and`26, the bell pulls 165, 166, are constructed sol as to be operative so long as. the tension upon the wires 109 is properly maintained, but become inoperative should the wires break or become unduly slackened. As represented in ,the drawings, the wire is connected with a plunger 170 that is .so constructed that it will lock the hand piece, 165 or 166 of the bell'pull so long as it occupies the position lshown in full lines, and this position will Wire under tension, is arranged within the casing 172 in which is situated the plunger, and bears against the latter, tending to release the hand piece, as indicated by dotted lines in Fig. 23. It will be understood that vpilot that the wire with which it is connected is out of order. The plunger when released and forced upward by the spring 171 may be employed to close the circuit of an electric alarm 173, as indicated in Figs. 23 and 25.

What I claim is i 1. The combination of a pair of instruments for sending and receiving ships orders, two wires connecting thel said instruments, a spring device for maintaining both the wires under a desireddegree of ten sion, and alarm devices for indicating should the tension upon either wire become abnormal.

2. A pair of instruments for sending and receiving ships orders, two wires connecting the said instruments, a pair of' pulleys-at one of the instruments with which the wires are respectively connected, a spring for maintaining the wires under tension, connected with the said pulleys and arranged to turn them in opposite directions, and alarm devices connected with both of the said pulleys and arranged to be operated by the movements thereof should either wire become too tight or too loose.

3. The combination of two instruments for sending and receiving shipsv orders, one of them being provided with a radially disposed swinging arm, two wires connecting the saidinstruments, a pair of pulleys at the instrument having the said radialarm to which the wires are respectively connected, a spring connected with the said pulleys for maintaining the wires under tension, and connections between each of the said pulleys and thesaid radial arm whereby they are caused to turn together.

4. The combination of two instruments for sending and receiving ships orders, one of them being provided with a radially disposed rotatable arm, two wires connecting the said instruments, a pair of pulleys at the instrument having the said radial arm, to which the wires are respectively connected, a spring connected with the pulleys for maintaining the wires under tension, and connections between each of thesaid pulleys and the said radial arm whereby they are caused 1 of them beingv provided with a radially disposed rotatable arm,I two wires connecting the said instruments', a pair of' pulleyswto which the wires arerespectively connected llocated atthe instrument having the said arm, and supported so as to turn about the same axis as that aboutl which the arm moves, a spring connecting the said pulleys for maintaining the' ivires under tension, and a pair of links having sliding connections at their inner ends with,V the said radial arm and being connected on'opposite sides of the arm and at their outer ends with the said pulleys. e

.6. he combination of two lnstruments for sending and receiving Iships orders, one

of them being provided with a radially dis.

pose'dfreely movable rotatable arm, two wires connecting the said instruments, a pair Y of pulleys to which the wires are respectively connected located at the instrumenthaving thesaid arm, a springconnected with the pulleys for maintaining the `wires under tension, a pair of links having sliding connections at their inner ends with the 41said arms and at their outer ends, upon opposite sides of the arms, to the said pulleys whereby when uniform tension is maintained upon the wires the pulleys and the arm. turn together, but when one of the wiresis subject to abnormal conditions thearm and pulleys turn relative to each other, and alarm Adevices operated by the ditions of the wires.

7. lln a shipsxtelegraph, the commbination y of apilots sending instru with an arm free to be turned to transmit -orders,a pair of wires leading from the pilots instrument to the other instrument of the telegraph, a handle to be grasped, aplied to the said swinging arm, and means or disengaging the said handle from the arm whenever oneof broken. Y v

' 8. Ina ships telegraph, the combination ofv a pilots sending instrument, provided with an arm free-to be turned totransmi't orders, a pair of wires leading from the pilots instrument to the other instrument of the telegraph, means for maintaining the said wires ,under tension, al handle to be the wires becomes grasped, applied to the said swinging arm,

and means for disengagingthe'said handle from the arm whenever'the tension upona wire becomes abnormal. y f f 9. In a ships telegraph, the combination of a pilots instrument provided withpan arm free to be turned to transmit orders, a pair yof wires-leading from'the pilots to the other instrument of the telegraph, a pair 'of pulleys towhich thewires are respectively connected, a spring connected with the said pulsliding connection of' the saidlinks with the arm when thev parts are moved incident to abnormal tension conment, provided l leys for maintaining the wires under tension, 'a loose handle applied to the said'm-ovable arm to loe grasped in .sending orders,

*means for holding the handle in place under a loosely applied to the endof the arm, a catch 4for holding the handle in place upon the' arm, a trip for operating the catch to release the' handle, wires leading from the pilots to the other instrument of'the telegraph,

means for maintaining the wires under proper tension, and means connected with the Wires arranged to operate the trip and release the handle when the tension conditions ofeither wire become' abnormal. 11. ln a ships telegraph, thecombination of a pilots instrument provided with an arm free to be turned to transmit orders, a handle F loosely applied to the end of the arm, a catch for holding. the handle in place upon the arm, a. trip for operating the catch ,to release the handle,'wires leading from the pilots to the other instrument of the telegraph,4 means for maintaining vthe wires underproper tension,r;m`ea`n's connected with release the handle when the tension conditionsy of either wire become abnormal, and` indicating devices operated when the handle is released.

121 In a ships telegraph, the combination loosely applied to the end of the arm, a catch the wlres arranged to operate the trip and of a pilots instrument provided with an arm -free to be turned to transmit orders, a handle for holding the handle in place upon the arm, a trip for operating the catch to release 4 the handle, wires leadingfrom the pilots to the other instrument of the telegraphya pair of pulleys to which thewires are respectively connected, a spring for engaging the pulleys and maintaining'the wires under tension, a

yoke encircling the said movable arm and i movable along the same, links connected at 115 l their inner ends with the yoke and at their outer ends connected respectively with the said pulleys on opposite sides of the arm, and means operated vloyf. the said yoke for .tripping the catch that holds the handle lwhen either Wire is under abnormal tension conditions. 4 y l y 13.- The combination withv a pilots and -an engineers instrument forfsending and receiving ship-s orders, and wires connecting the sid instruments,-the pilotsl in# strument eing provided with 'meansthat are moved when orders are transmitted, and the engineers instrument with means that are movedito-designate the orders given,- Aof lost motion connections interposed be- 

